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flight. Ahigh reconnaissance should be flown at an altitude
of 300 to 500 feet above the surface. Ageneral rule
to follow is to ensure that sufficient altitude is available
at all times to land into the wind in case of engine failure.
In addition, a 45° angle of observation generally
allows the best estimate of the height of barriers, the
presence of obstacles, the size of the area, and the slope
of the terrain. Always maintain safe altitudes and airspeeds,
and keep a forced landing area within reach
whenever possible.
LOW RECONNAISSANCE
A low reconnaissance is accomplished during the
approach to the landing area. When flying the
approach, verify what was observed in the high reconnaissance,
and check for anything new that may have
been missed at a higher altitude, such as wires, slopes,
and small crevices. If everything is alright, you can
complete the approach to a landing. However, you must
make the decision to land or go-around before effective
translational lift is lost.
If a decision is made to complete the approach, terminate
it in a hover, so you can carefully check the
landing point before lowering the helicopter to the
surface. Under certain conditions, it may be desirable
to continue the approach to the surface. Once the helicopter
is on the ground, maintain operating r.p.m. until
you have checked the stability of the helicopter to be
sure it is in a secure and safe position.
GROUND RECONNAISSANCE
Prior to departing an unfamiliar location, make a
detailed analysis of the area. There are several factors
to consider during this evaluation. Besides determining
the best departure path, you must select a route that will
get your helicopter from its present position to the takeoff
point.
Some things to consider while formulating a takeoff
plan are the aircraft load, height of obstacles, the shape
of the area, and direction of the wind. If the helicopter is
heavily loaded, you must determine if there is sufficient
power to clear the obstacles. Sometimes it is better to
pick a path over shorter obstacles than to take off
directly into the wind. You should also evaluate the
shape of the area so that you can pick a path that will
give you the most room to maneuver and abort the takeoff
if necessary. Wind analysis also helps determine the
route of takeoff. The prevailing wind can be altered by
obstructions on the departure path, and can significantly
affect aircraft performance. One way to determine the
wind direction is to drop some dust or grass, and
observe which way it is blowing. Keep in mind that if
the main rotor is turning, you will need to be a sufficient
distance from the helicopter to ensure that the downwash
of the blades does not give you a false indication.
If possible, you should walk the route from the helicopter
to the takeoff position. Evaluate obstacles that could
be hazardous and ensure that you will have adequate
rotor clearance. Once at the downwind end of the available
area, mark a position for takeoff so that the tail and
main rotors have sufficient clearance from any obstructions
behind the helicopter. Use a sturdy marker, such
as a heavy stone or log, so it does not blow away.
10-2
MAXIMUM PERFORMANCE TAKEOFF
A maximum performance takeoff is used to climb at a
steep angle to clear barriers in the flight path. It can be
used when taking off from small areas surrounded by
high obstacles. Before attempting a maximum
performance takeoff, you must know thoroughly the
capabilities and limitations of your equipment. You
must also consider the wind velocity, temperature, altitude,
gross weight, center-of-gravity location, and
other factors affecting your technique and the performance
of the helicopter.
To safely accomplish this type of takeoff, there must be
enough power to hover, in order to prevent the helicopter
from sinking back to the surface after becoming
airborne. This hover power check can be used to determine
if there is sufficient power available to accomplish
this maneuver.
The angle of climb for a maximum performance takeoff
depends on existing conditions. The more critical
the conditions, such as high density altitudes, calm
winds, and high gross weights, the shallower the angle
of climb. In light or no wind conditions, it might be
necessary to operate in the crosshatched or shaded
areas of the height/velocity diagram during the beginning
of this maneuver. Therefore, be aware of the
calculated risk when operating in these areas. An
engine failure at a low altitude and airspeed could place
　
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